EP3377702B1 - Glissière de sécurité et emploi d'un poteau et une plaque de montage dans cette glissière - Google Patents

Glissière de sécurité et emploi d'un poteau et une plaque de montage dans cette glissière Download PDF

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Publication number
EP3377702B1
EP3377702B1 EP16866728.5A EP16866728A EP3377702B1 EP 3377702 B1 EP3377702 B1 EP 3377702B1 EP 16866728 A EP16866728 A EP 16866728A EP 3377702 B1 EP3377702 B1 EP 3377702B1
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EP
European Patent Office
Prior art keywords
post
mounting plate
guardrail
longitudinal beam
deformable region
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP16866728.5A
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German (de)
English (en)
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EP3377702A4 (fr
EP3377702A1 (fr
Inventor
Christopher James Allington
Troy Douglas WHEELER
Matthew James BRADBURY
Jason Joseph LOOIJ
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Troy Wheeler Contracting Ltd
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Troy Wheeler Contracting Ltd
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Publication of EP3377702A4 publication Critical patent/EP3377702A4/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0484—Installing; Repairing; Adjusting
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0461—Supports, e.g. posts

Definitions

  • a guardrail More specifically, a guardrail is described of a longitudinal beam design that uses an interlocking plate and/or other parts as means to achieve desired guardrail design parameters.
  • Guardrails are used to prevent errant vehicles from impacting road hazards. Such rails are designed to contain and then redirect any vehicles that impact the guardrail without forming a hazard in its own right, for example, by pushing the vehicle into the path of oncoming traffic. To do this, the guardrail must protect the occupants of the vehicle and also not create a danger to other road users.
  • W-beam guardrail designs typically utilise a horizontal beam with a W-shape cross-section that is held at a suitable height via a number of vertical posts.
  • the beam is linked to the posts.
  • the shape of the W-beam is designed to engage with the bumper of the car.
  • the W-beam must maintain a roughly uniform height during deformation to prevent the beam falling below a critical height on the impacting vehicle where the vehicle may over-run the rail or result in an adverse vehicle motion. To do this, the W-beam must eventually separate from the posts at least near the proximity of the vehicle if the force of impact exceeds a pre-determined level.
  • the posts must separate from the rail just in front of the vehicle. Ideally, all posts upstream of the point of impact will remain attached to the rail, to assist in maintaining the height of the rail, but this is not always possible.
  • An example includes US 2,101,176 that describes a hinging post that absorbs some of the impact energy. This design does not allow for disconnection of the post from the beam.
  • US 3,493,213 describes placing a blockout between the beam and the posts which ensures the beam height is maintained as the posts rotate backwards.
  • This form of blockout has benefits in providing a softer impact point between the beam and the blockout and prevents the blockout from rotating on the post.
  • the blockout also provides a separation between the beam and the posts and thereby helps prevent snagging of the vehicles wheels on the post. The blockout does not however allow the beam to release from the posts and therefore could result in the beam being dragged down as the post is impacted.
  • US 8,960,647 describes a system that allows the beam to release from the post under a controlled load via a weakened section.
  • the load is controllable by changing the shape and size of the weakened section. Release can occur by ensuring the bolt and fastener stay attached to the face of the beam while pulling the beam away from the post.
  • This design has the advantage that, by keeping the release mechanism attached to the beam, there should be no (or very little) debris during an impact.
  • the amount of material left holding the tab in the face of the post is typically very small. This makes the posts prone to being damaged, particularly during installation.
  • One key form of damage is that of the tabs falling out of the posts as the posts are vibrated (or driven) into the soil.
  • Another potential issue is the ability for the guardrail system to be installed around bends. If the holding force (perpendicular to the face of the post) between the beam and the post is too great (i.e. the beam wants to pull off the front face of the post) then the tabs can pull off. This can happen when going around a small bend, as the installer will try and bend the straight beam sections through pressure in the bolt which places a load on the tab.
  • Another issue with this design is the potential for the threaded end of the bolt and nut becoming snagging on the edges of the cut out for the tab thereby preventing the system from releasing.
  • the nut for the system is installed on the inside of the post and this places a limitation on the type of post used as it must accommodate the size of the nut and have an allowance for tools to be used on the nut for tightening of the bolt.
  • US2012-0003039 describes a system that operates by allowing the slider to move up the posts as the posts are deformed, rotate, or hinge backwards under load.
  • the beam is attached to the slider, which disengages from the posts from the top.
  • the posts have to be able to accept a slider and the bolts connecting the beam to the sliders cannot be very long (or they will hit the post on the rear side of the slider).
  • Overall the system works well but it can be difficult to keep the sliders on the post for sufficient time to dissipate enough energy.
  • a series of tabs are typically installed on the post which catch onto the beam attachment bolt. These tabs slow down the motion of the slider and dissipate energy in the process.
  • Disadvantages of this design include the fact that the sliders can move up too freely and release prematurely.
  • the sliders also add an extra component in the system.
  • the bolts have to be short in length and installed from the front of the beam. There is very little tolerance on the placement which can make installation difficult. This is even more critical if the posts are installed at an angle to the beam which can make starting the bolt very difficult.
  • the cost of the sliders is relatively high and tolerance issues during manufacture can be a concern. If the top of the posts get damaged during the installation process (hammering them in) then the sliders can be difficult to fit over the posts. Furthermore, if the posts twist too much during an impact (crash) then the sliders can pop off the side of the posts causing premature disengagement and a lack of energy dissipation.
  • US 8,353,499 describes another sliding mechanism.
  • the system works by allowing the bolt to slide up the slot on the front face of the post and then burst through the material at the top.
  • the material at the top prevents the beam from prematurely popping off during an impact and allows for good energy dissipation.
  • the slot allows for vertical adjustment of the beam relative to the post height, which makes for ease of installation.
  • Long bolts can be used with the U-shaped posts as the thread can stick through the back. This long bolt simplifies installation.
  • the design can be installed in back to back format (rails on both sides of the post and with blockouts included.) A problem with this design is that the material at the top of the slot has to be relatively thin or else the bolt will not be able to fracture through it.
  • US 2015/129822 discloses a barrier system including a guardrail, a support to hold the guardrail in position and a fastener to attach the guardrail to the support, wherein the support has a weakened zone to facilitate the fastener releasing from the support when the support is subject to impact forces.
  • US2006/011900 discloses the releasing of a guardrail during a vehicle impact which is enabled by a releasable fastener for safety structures along a highway.
  • the release of secured components such as guardrail is controlled, and precise positional cooperation is provided between securing members and the guardrail. Forces may be attenuated to further optimize response.
  • EP 2455546 A1 discloses an assembly with a pole attached to a foot plate to which a guard rail construction is attached, and a strut attached to the foot plate.
  • the strut partially encloses the pole, extends along direction of the pole, and is spaced apart from the pole by a predetermined distance from the pole on a region next to the pole.
  • the pole comprises an aperture for attachment of a railing spar strand.
  • the strut is formed in U-shaped cross-section, and encloses with side bars of a U-shaped profile to the pole.
  • An independent claim is also included for a protective rail construction comprising a deformation element.
  • an important aspect is to design the W-beam guardrail in such a manner that the beam is firmly attached to posts during normal (non-impacted use) and, in the event of an impact, the posts move away from the line of movement yet the beam remains at a desired height to catch and re-direct the vehicle.
  • Much of the design work involves how the post and beam are linked and how this linkage is broken in the event of an impact.
  • art methods have their drawbacks often to do with difficulties around installation, but also to do with cost of manufacture and installation as well as achieving the desired outcome of vehicle capture and redirection. It would therefore be useful to address at least some of the art drawbacks or at least provide the public with a choice.
  • a longitudinal beam guardrail that comprises a longitudinal beam and a post linked together indirectly via a mounting plate, the mounting plate is designed in a way that can bend and/or break in the event of an impact on the longitudinal beam thereby allowing separation of the post or posts from the longitudinal beam.
  • a guardrail comprising a post and a longitudinal beam, the post and longitudinal beam being linked via at least one fastener and mounting plate, as defined in claim 1.
  • a guardrail post used in a guardrail of the invention, as defined in claim 11.
  • guardrail may provide a variety of advantages. Some examples include:
  • the guardrail comprises a longitudinal beam and a post linked together indirectly via a mounting plate, the mounting plate designed in a way that can bend and/or break in the event of an impact on the longitudinal beam thereby allowing separation of the post or posts from the longitudinal beam.
  • the term 'about' or 'approximately' and grammatical variations thereof mean a quantity, level, degree, value, number, frequency, percentage, dimension, size, amount, weight or length that varies by as much as 30, 25, 20, 15, 10, 9, 8, 7, 6, 5, 4, 3, 2, or 1% to a reference quantity, level, degree, value, number, frequency, percentage, dimension, size, amount, weight or length.
  • substantially' or grammatical variations thereof refers to at least about 50%, for example 75%, 85%, 95% or 98%.
  • 'guardrail' and grammatical variations thereof as used herein refers to the complete assembly being the longitudinal beam or beams, a post or posts, a fastener or fasteners and a mounting plate or plates.
  • W-beam' refers to a W-shape cross-section beam however, unless otherwise noted, reference to a W-beam should not be seen as limiting as other shapes of longitudinal beam may also be used, examples including box beams, U-channel beams and Thrie beams.
  • a guardrail as defined in claim 1.
  • guardrail post in a guardrail according to the invention, as defined in claim 11.
  • the link between the post and the longitudinal beam may be indirect.
  • the longitudinal beam holding load is transferred from the fastener to the post via the deformable region or regions.
  • the body of the mounting plate may not directly contact the post.
  • the body of the mounting plate may be held within a post void space, the body linking directly to the fastener or fasteners and to the post via the deformable region or regions.
  • deformable region or regions' or grammatical variations thereof may refer to a region of the mounting plate that is weaker relative to the mounting plate body.
  • the deformable region or regions may be characterised by having at least one of:
  • timing of bending or breaking of the deformable region or regions may be tailored via many factors. Tailoring (or tuning) of the force needed to cause deformation may be useful for example to ensure all required standards are met in terms of a light vehicle or heavy vehicle.
  • the mounting plate may link the longitudinal beam to the post with linking forces transferred through the post sides. This differs considerably to most art guardrails where the front of the post is directly connected in some way with the longitudinal beam.
  • the mounting plate may bend and/or break about the deformable region or regions and is pulled out of the post thereby releasing the post from the longitudinal beam.
  • the timing at which deformation occurs may be varied by altering the mounting plate thickness and the size of the deformable region or regions to tailor the force needed to bend/break the mounting plate deformable region or regions.
  • the at least one fastener may be drawn out of the mounting plate thereby releasing the post from the longitudinal beam.
  • the number of threads engaged in the mounting plate may be a function of the thread pitch and mounting plate thickness, both of which can be altered to suit.
  • the post may twist or turn sideways and the deformable region or regions of the mounting plate may bend and/or break allowing the post and longitudinal beam to separate.
  • the force at which bending or breaking occurs to the deformable region or regions may be tailored.
  • the mounting plate may move upward or downward relative to the post as the post hinges backwards and when the mounting plate reaches predetermined movement limit, the deformable region or regions bend and/or break thereby releasing the post from the longitudinal beam.
  • the forces and respective separation of the longitudinal beam and post may occur in a variety of tuneable methods.
  • the way that separation occurs may be a combination of the above described methods.
  • Deformation about the deformable region or regions may typically be caused by shear stress across the deformable region or regions.
  • the mounting plate may have a centrally located body and at least one arm extending on either side of the body, wherein at least part of the arm or arms comprise the deformable region or regions.
  • the mounting plate comprises two opposing arms radiating out from the body of the mounting plate although other configurations may also be used such as one, three or four arms.
  • the deformable region or regions of an arm may be smaller than the overall arm length.
  • the arm or a part thereof may have at least one face that bears on at least one surface of the post when the at least one fastener is tightened.
  • The, or each, arm may extend to a higher strength portion compared to the deformable region or regions.
  • the higher strength region or regions may have a wider bearing face on the post.
  • arm or grammatical variations thereof may also be referred to as a lug or lugs, each term may be used interchangeably.
  • the mounting plate may comprise a single arm extending from one side of the body of the mounting plate.
  • multiple mounting plates may be used, such as two mounting plates that each have arms extending from opposing sides of the body such that together the two mounting bodies form a structure that has opposing extending arms.
  • the two mounting bodies noted may be fastened together between the post and beam in a similar manner as described using a single mounting plate body with two arms.
  • the mounting plate may comprise a body and at least one lug, the body and lug or lugs joined by at least one deformable region arm, the body and lug or lugs being stronger than the deformable region or regions.
  • the mounting plate may comprise two lugs and two arms.
  • the mounting plate may have an overall W-shape.
  • the mounting plate may be 50, or 60, or 70, or 80, or 90, or 100, or 110, or 120, or 130, or 140, or 150, or 160, or 170, or 180, or 190, or 200mm wide. In one embodiment, the mounting plate may be from 50 to 200 mm wide.
  • the mounting plate may be 30, or 40, or 50, or 60, or 70, or 80, or 90, or 100 mm high. In one embodiment, the mounting plate may be 30-100mm high. Further, the mounting plate may be 3, or 4, or 5, or 6, or 7, or 8, or 9, or 10 mm thick. In one embodiment, the mounting plate may be 3 to 10 mm thick. In one specific embodiment, the mounting plate may be approximately 100mm wide, 46mm high, and 5mm thick. This specific embodiment size is given purely by way of illustration only and it should be appreciated that the size and material grade may be altered due to a number of factors including post size and shape, force tolerances, cost considerations and may other factors.
  • the mounting plate may be made from one or more materials having medium strength properties that may provide sufficient structural strength while also enabling the required deformability requirements. For example, a material having a nominal yield strength of at least 250megapascal (MPa) may be used. In one embodiment, the mounting plate may be made from grade 250 steel. In some embodiments the mounting plate may be formed from a plurality of materials. For example, one or more components of the mounting plate, namely the body, arms or deformable arm regions, may be formed of a different material to one or more of the other components of the mounting body.
  • the lug or lugs noted above may help to seat the mounting plate and limit the range of movement of the mounting plate once fitted into the post slot or slots. Limiting rotational movement may be useful to avoid the plate spinning when the fastener is tightened thereby ensuring the fastener draws into the plate.
  • the range of movement limited by the lug or lugs may be rotational and/or vertical plane movement of the mounting plate relative to the post.
  • the mounting plate deformable region or regions may be sized so that, once a maximum desired rotational and/or vertical movement tolerance is reached, the region or regions abut an edge of a slot in the post and further rotational and/or vertical movement may be prevented.
  • the post may be U-shaped and, according to the invention, comprises at least one elongated slot on or about the post side or sides and the mounting plate deformable region or regions extend preferably horizontally through the slot or slots.
  • the U-shape post may include at least one flange extending from each end of the U-shape cross-section that the deformable region or regions may bear on.
  • U shaped posts are known. They are useful structurally as, for a given material thickness, they have greater strength than a straight post. U-shaped posts also nest together hence can be stacked to a compact size during storage and transportation. U-shaped posts are also relatively easy to shape. Further, due to the greater strength, this style of post may be easier to drive into the ground and therefore avoid post damage during installation.
  • the post elongated slots may be 80-100mm long and 5-10mm wide.
  • the slot or slots may start from around 50mm below the top of the post.
  • the slot or slots may be located at any point along the post sides.
  • the at least one slot in the post may be sized to have some degree of tolerance so that the mounting plate, when disposed in the post slot or slots, may be able to move relative to the post and fastener.
  • the slot or slots may be sufficiently elongated to allow up to 45 degrees of rotational movement of the mounting plate relative to the post about a horizontal axis.
  • the slot or slots may be sufficiently wide to allow up to 30 degrees of rotational movement of the mounting plate relative to the post about a vertical axis.
  • the slot or slots are sufficiently elongated to allow for up to 100mm of vertical movement in the mounting plate up or down relative to the post. Allowing some tolerance for the mounting plate to move within the slots may be an advantage as, for example, this allows for wrongly aligned posts - the plate can be re-orientated in the post which makes it easier to align the bolt and longitudinal beam.
  • the slot or slots in the post may have a relief feature such as an indent cut so that when the post steel is bent, localised stresses about the bend do not cause cracks or weaknesses to develop about the slot's upper or lower faces.
  • the at least one fastener may be releasable.
  • the at least one fastener passes through at least a portion of the longitudinal beam to link with the mounting plate body.
  • the at least one fastener passes through at least the central portion of the longitudinal beam to link with the mounting plate body.
  • the at least one fastener may be a bolt with a male thread that threads directly into a complementary female thread on the mounting plate.
  • the at least one fastener may be a bolt with a male thread that threads onto a nut and the mounting plate acts as a washer, the shaft of the bolt passing through a hole in the mounting plate before meeting the nut.
  • the at least one fastener may be a purlin bolt. In the inventor's experience, purlin bolts are not used in guardrails yet offer a large advantage in that they have a large bearing surface under the head hence are strong under tension loading.
  • the at least one fastener head may be located on the outwards facing side of the longitudinal beam and has a smooth shape.
  • Outwards refers to the side of the longitudinal beam that a vehicle might impact against.
  • a smooth shape may be preferable as this avoids objects and vehicles snagging or catching on the bolts.
  • the vehicle slides along the longitudinal beam during an impact in order to help redirect and guide the vehicle to safety.
  • a guardrail comprising a post and a longitudinal beam, the post and longitudinal beam being linked via at least one purlin bolt fastener.
  • the purlin bolt above may indirectly link the longitudinal beam and post together.
  • the indirect linkage may be via a mounting plate, the mounting plate transferring the force of the bolt on the longitudinal beam to the post or posts.
  • the purlin bolt may have a bolt head at least twice the shaft width to increase the bearing face on the longitudinal beam.
  • the purlin bolt head may have a generally smooth shape.
  • the purlin bolt head has a generally smooth shape tapering to a hex head, the hex head having a smaller diameter relative to the bolt shank.
  • the bolt as used above may be an M16 bolt although it should be appreciated that a range of other bolt sizes may be used and the same or similar outcomes achieved.
  • the post may have generally upright/vertical position once driven into the ground. Posts in the assembled form may be spaced at varying distances such as 1, or 1.5, or 2, or 2.5, or 3 metre intervals, or as necessary to locate with the mounting location on the beam.
  • the overall guardrail length may be varied to suit the end application.
  • the guardrail as a whole may have terminating ends.
  • the terminating ends may be of varying design to the wider guardrail configuration.
  • the longitudinal beam may follow a generally horizontal alignment typically following the road contours and having a constant height above the road commensurate with where a vehicle bumper might impact the longitudinal beam.
  • each post terminates about or below the top of the longitudinal beam. This avoids any danger from the posts hitting an impacting object - for example a motorcyclist sliding along the longitudinal beam.
  • the mounting plate may be inserted into the post slots, optionally by pushing the arm/lug through one side and then inserting the other arm/lug through the other side, and the plate by gravity tends to want to seat at the base of the slot but is free to move upwards in the slot to be positioned as may be desired.
  • the mounting plate can also move rotationally up to a point in the slots either about a vertical or horizontal axis.
  • a fastener is inserted through the longitudinal beam (typically about the mid-section) and the fastener is threaded into a complementary female threaded hole into the body of the mounting plate until the parts are all firmly together.
  • installation is relatively simple - drive the post separately, drop in the plate and attach the rail.
  • guardrail may provide a variety of advantages. Some examples include:
  • the guardrail comprises a post 1 and a W-beam 2, the post 1 and W-beam 2 being linked via a fastener 3 and a mounting plate 4.
  • the mounting plate 4 comprises a rigid body 5 that mates with the at least one fastener 3 and two arms or lugs 6 with deformable regions 7 between the arm or lug 6 ending and the body 5.
  • the end of the arm or lug 6 region bears on the post 1 when the fastener 3 is tightened.
  • the W-beam 2 holding load is therefore transferred from the fastener 3 to the post 1 via the deformable region or regions 7 and the body 5 does not touch the post 1 itself - there is an indirect loading of the W-beam 2 to the post 1.
  • the deformable region 7 is characterised by having a smaller size and shape relative to the body 5 and arms or lugs 6. This therefore creates a weak point between the body 5 and lugs 6 that is more susceptible to a shear force than the other parts. Once this region shears, the body 5 is then able to move independently of the end lugs and hence the W-beam 2 and post 1 can also move separately. Other methods to create a weaker region can also be used as described above.
  • a unique aspect of the design shown in Figures 1-9B is that the linking forces are transferred through the post 1 sides. This differs considerably to most art guardrails where the front of the post 1 is directly connected in some way with the W-beam 2.
  • the mounting plate 4 shown in Figures 1-9B and especially Figures 7A, 7B and 7C may be 100mm wide, 46mm high, 5mm thick and all made from grade 250 steel. This size is given purely by way of illustration only and it should be appreciated that the size and material grade may be altered due to a number of factors including post 1 size and shape, force tolerances, cost considerations and many other factors.
  • the posts 1 as shown in Figures 1 and 2 when installed have a generally upright/vertical position once driven into the ground and are spaced at 1 to 3 metre intervals, in Figures 1 and 2 shown at 2 metre intervals.
  • the post 1 shown in more detail in Figures 3 to 6 , 8A and 8B and 9A and 9B has a U-shape cross-section 8 with flanges 9 extending from each end of the U-shape 8.
  • Elongated slots 10 best seen in Figures 4 , 5 , 8A, 8B and 9A and 9B are inserted into the sides of the post 1 and the mounting plate 4 is disposed into the slots 10.
  • the post elongated slots 10 may be 80-100mm long and 5-10mm wide.
  • the post slot or slots 10 may start from around 50mm below the top of the post 1. These dimensions are provided by way of example only and should not be seen as limiting. A person skilled in the art would appreciate that the size of the post slot 10 must be sufficient to allow insertion of an arm or lug 6 of the mounting plate and to allow a sufficient degree of freedom of movement for the mounting plate 4 and post 1 relative to each other to facilitate assembly of the guardrail as discussed below.
  • the lug or lugs 6 noted above help to seat the mounting plate 4 and limit the range of movement of the mounting plate 4 once fitted into the post 1 slot or slots 10. Movement may be rotational, for example in response to torque force on the fastener 3 urging rotation about a horizontal axis or a sideways turning force on the fastener 3 urging rotation about a vertical axis. Movement may be in a vertical up and down direction as well with the plate travelling through the post elongated slots 10. The degree of movement of the mounting plate 4 may be limited by the size of the elongated slots 10 in the post 1. Some degree of movement of the plate in the post slots 10 has been found to be a significant advantage during installation. This tolerance allows for imperfect post 1 positioning and also simplifies the process of mating a fastener 3 between the W-beam 2 and mounting plate 4 since the mounting plate 4 can be moved to suit the angle of the fastener 3.
  • the fastener 3 passes through the central portion of the W-beam 2 to link with the mounting plate 4 body 5.
  • the fastener 3 shown in Figures 1-9 and particularly Figures 3 , 5 and 6 is a bolt with a male thread that threads directly into a complementary female thread on the mounting plate 4.
  • the mounting plate 4 can be a hole and the bolt fits through the hole and threads into a nut.
  • the fastener 3 head is located on the outwards (front) facing side of the W-beam 2 and has a smooth shape.
  • a smooth shape may be preferable as this avoids objects and vehicles snagging or catching on the bolts.
  • the bolt used may be a purlin bolt.
  • a purlin bolt may be useful since the bolt head has a greater bearing face on the W-beam 2 hence more strength.
  • the purlin bolt head may have a generally smooth shape tapering to a hex head, the hex head having a smaller diameter relative to the bolt shank. This hex head may help to tighten the bolt.
  • the bolt shown in Figures 1-9B may be a M16 bolt although a range of other bolt sizes may be used as desired to meet the end design requirements.
  • the overall guardrail length may be varied to suit the end application.
  • the guardrail as a whole has terminating ends that can have a varying design to the wider guardrail configuration. Detail on the terminating ends has been removed from the Figures for clarity.
  • the W-beam 2 may follow a generally horizontal alignment typically following the road contours and has a constant height above the road commensurate with where a vehicle bumper might impact the W-beam 2.
  • each post 1 terminates about or below the top of the W-beam 2. This avoids any danger from the posts 1 hitting an impacting object - for example a motorcyclist sliding along the W-beam 2.
  • the mounting plate 4 is inserted arms or lugs 6 down into the post slots 10 by inserting one arm/lug 6 through one post slot 10 and then inserting the other arm/lug 6 through the other post slot 10.
  • the mounting plate 4 by gravity, then tends to want to seat at the base of the slot 10 but is free to move upwards in the slot 10 to be positioned as may be desired.
  • the mounting plate 4 can also move rotationally up to a point in the slots 10 either about a vertical or horizontal axis or vertically up and down also limited by the slot 10 length.
  • a fastener 3 is inserted through the W-beam 2 (typically about the mid-section) and the fastener 3 is threaded into a complementary female threaded hole in the body 5 of the mounting plate 4 until the parts are all firmly tied together. As the fastener 3 is tightened, the bearing faces of the arms/lugs 6 pull the post 1 and W-beam 2 together.
  • Timing of bending or breaking of the deformable region or regions and the way this occurs can be tailored via many factors as noted above. Tailoring (or tuning) of the force needed to cause deformation is in the inventor's experience useful to ensure that all required performance is achieved when impacted with a light vehicle as well as a heavy vehicle.
  • a vehicle 11 impacts the W-beam 2, causing it to deform inwards at the point of impact (indicated by arrow X).
  • the W-beam 2 buckles outwards in reaction to the impact force X, resulting in a high outwards tension force on fastener 3.
  • the mounting plate 4 bends and/or breaks about the deformable region or regions 7 and is pulled out of the post 1 thereby releasing the post 1 from the W-beam 2.
  • Figures 10C and 10D show side (10C) and plan (10D) elevations of the guardrail prior to impact.
  • the assembled guardrail comprises a W-beam 2 coupled indirectly to a post 1, the post 1 being a U-shape cross-section beam 8 with flanges 9 abutting the W-beam 2.
  • Indirect coupling is achieved via the mounting plate 4 that links via the mounting plate 4 lugs 6 to the post 1, the lugs 6 extending through elongated slots 10 in the post 1 sides.
  • the body 5 of the mounting plate 4 is linked to a fastener 3, the fastener 3 coupling the mounting plate 4 to the W-beam 2.
  • the mounting plate 4 lugs 6 are located towards the base of the elongated slots 10.
  • a tension force F caused by the fastener 3 holds the post 1 and W-beam 2 together.
  • Figures 10E and 10F show side (10E) and plan (10F) elevations of the deformation that would be expected during impact (prior to mounting plate 4 separation) with the W-beam 2 squashing against the post 1 and some flexing of the W-beam elongated shape best seen in the Figure 10F .
  • Figures 10G and 10H show perspective views of the scenario where the mounting plate 4 separates from post 1 due to deformation about the deformable regions 7.
  • Figure 10G illustrates the scenario where mounting plate 4 separates from the post 1 due to bending or otherwise deformation occurring resulting in the mounting plate 4 separating or being pulled from the elongated slots 10.
  • Figure 10H illustrates the scenario where mounting plate 4 separates from the post 1 due to shear failure of the deformable regions 7 with the body 5 and lugs 6 parting and the body then free to move from the post 8. Either separation method may occur depending on the specific forces imposed by the impact on the guardrail.
  • the tension force required for failure of the mounting plate 4 deformable regions 7 can be tuned by altering the thickness of the mounting plate 4 and the dimensions of the deformable regions 7 and the arms 6.
  • the number of threads engaged in the mounting plate 4 may be a function of the thread pitch and plate thickness, both of which can be altered to tune the tension force required for failure.
  • a vehicle 11 approaches in direction X ( Figure 12A ) and then impacts ( Figure 12B ) the W-beam 2.
  • the impact force and the vehicle 11 direction of motion (marked by arrow X) is redirected to be approximately parallel to the W-beam 2.
  • the vehicle 11 (not shown in Figure 12C for clarity) contacts a post 1, causing the post 1 to twist or turn sideways.
  • Sideways movement of a post 1 or posts 1 imparts a force on at least one of the arms or lugs 6 of the mounting plate 4 (not shown in Figure 12C ). This imparted force in turn causes the mounting plate 4 to bend and/or break about the deformable region or regions 7, thereby allowing the post 1 and W-beam 2 to separate.
  • Figures 13A, 13B and 13C show the process of separation in more detail with the W-beam removed for clarity to show movement of the mounting plate 4.
  • Figures 13A and 13B show the post 1 bending post impact in direction F and, as this happens, the mounting plate 4 including the lugs 6 moves upward relative to the elongated slots in direction Z 1 .
  • the combination of upwards movement Z 1 and twisting of the post 1 becomes sufficient to cause the mounting plate 4 to release from the post 1 elongated slots either through deformation (as shown in Figure 13C ) or shearing (not shown) of the lug or lugs 6.
  • the dimensions of the mounting plate deformable regions 7 and arms 6 may be altered to tune the force required for separation.
  • a vehicle (not shown) impact causes a post 1 to bend inwards about the base of the post 1 drawn schematically in Figure 14A (upright not impacted) and Figure 14B impacted and bending.
  • the mounting plate 4 (marked in other Figures e.g. Figure 7A to 7C ) comprising a body 5 and lugs 6 and W-beam 2 in this example may move up in direction Z 2 relative to the post 1 along the elongated slots 10 as the post 1 hinges backwards to enable the W-beam 2 to stay at the same height.
  • the dimensions of the mounting plate 4 deformable regions 7 and arms 6 may be altered to tune the force required for separation.
  • the forces and respective separation of the W-beam 2 and post 1 may occur in a variety of tuneable methods.
  • the way that separation occurs can be a combination of the above described methods.
  • the timing at which deformation occurs may be varied by altering the plate thickness and the size of the deformable region or regions 7 to tailor the force needed to bend/break the plate deformable region or regions 7.
  • the mounting plate 4 shown in the earlier Figures 1 to 14D represents one means of achieving the desired design parameters.
  • the various embodiments shown in Figure 15 illustrate how the shape can be varied by altering the body 5 shape, the arm 6 shape, the number of arms 6 and the size and orientation of the end of the arms 6.
  • the mounting plate may have the shape indicated by arrow 50 with a reduced body 5 size.
  • the shape may be like that indicated in arrow 51 with additional lugs 6 (four in total shown in item 51).
  • the shape may further be like that shown by item 52 with narrowed lugs 6 and a rounded shape.
  • the shape may like that shown by item 53 with a shrunk body 5 and elongated lugs 6.
  • Figure 16 shows a variety of different cross-section shaped posts 1 that may also be used by altering the shape including sigma cross-sections (items 100, 101, 102), alternative U-shaped cross-sections (items 103, 104, 105) and C-sections (items 106, 107, 108 and 109).
  • Each design has its own positives and negatives, typically around variation in strength, the ease with which the mounting plate 4 mates with the post 1 and the degree of movement still allowed while in the slot 10 to name a few variables.
  • Test Level 4 (TL-4) is conducted at 100 km/h and considered representative of the typical maximum allowable speed on high-speed arterial highways.
  • the W-beam guardrail successfully contained and redirected each test vehicle. No debris or detached elements penetrated or showed potential to penetrate the occupant compartment. No fragments were distributed outside of the vehicle trajectory and therefore did not present any undue hazard to other traffic, pedestrians or work zone personnel.
  • the vehicle in each test remained upright during and after the impact. Occupant risk factors satisfied the test criteria and the vehicle exit trajectory remained within acceptable limits.
  • FIG. 17 Images of the impact and vehicle path of travel for Test 4-10 are shown in Figure 17 . Images of the impact and vehicle path of travel for Test 4-11 are shown in Figure 18 . Images of the impact and vehicle path of travel for Test 4-12 are shown in Figure 19 .
  • Box 1 shows the moment of impact of the vehicle against the guardrail and Boxes 2, 3 and 4 illustrate subsequent steps as time and vehicle movement and redirection progresses.
  • the vehicle was successfully redirected in all tests, the tests relating to a range of MASH tests.
  • guardrail has been described by way of example only and it should be appreciated that modifications and additions may be made thereto without departing from the scope of the claims herein.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (14)

  1. Glissière de sécurité comprenant un montant (1) et une poutre longitudinale (2), le montant (1) et la poutre longitudinale (2) étant reliés via au moins une attache (3) et une plaque de montage (4),
    dans laquelle le montant (1) comprend au moins une fente allongée (10) située sur ou aux environs du côté ou des côtés du montant,
    caractérisée en ce que la plaque de montage (4) comprend :
    un corps rigide (5) configuré pour s'accoupler avec l'au moins une attache (3) ; et
    au moins une région déformable (7) aux environs ou le long du corps, configurée pour s'étendre à travers l'au moins une fente allongée (10) dans le montant (1) pour transférer la charge de tenue de poutre longitudinale de l'attache (3) au montant (1),
    l'au moins une attache (3) traverse au moins une partie de la poutre longitudinale (2) pour s'accoupler avec le corps rigide (5) de la plaque de montage (4),
    dans laquelle dans le cas d'un impact sur la glissière de sécurité, l'au moins une région déformable (7) est configurée pour se plier et/ou se rompre ce qui libère le corps (5) par rapport au reste de la plaque de montage (4) et, ce faisant, permet au montant (1) et à la poutre longitudinale (2) de se séparer.
  2. Glissière de sécurité selon la revendication 1 dans laquelle la liaison entre le montant (1) et la poutre longitudinale (30) est indirecte et dans le cas d'un impact sur la poutre longitudinale (2) de la glissière de sécurité, l'attache (3) et la plaque de montage (4) sont configurées pour se déplacer jusqu'à une limite prédéterminée définie par l'au moins une fente allongée (10) dans le montant (1) avant que des forces de déformation ne soient appliquées à l'au moins une région déformable (7) de la plaque de montage (4) de sorte que l'au moins une région déformable (7) se plie et/ou se rompe pour libérer au moins le corps (5) de la plaque de montage (4) par rapport au montant (1).
  3. Glissière de sécurité selon la revendication 1 ou 2 dans laquelle l'au moins une région déformable (7) est/sont caractérisée (s) par le fait qu'elle(s) possède(nt) au moins l'un ou l'une parmi :
    (a) une taille plus petite par rapport au corps (4) ;
    (b) une largeur plus petite par rapport au corps (4) ;
    (c) un matériau de résistance ou d'élasticité plus faible que le corps (4) ;
    (d) une forme d'une résistance plus faible que le corps (4) ;
    (e) des traitements de matériau aux environs de l'au moins une région déformable (7).
  4. Glissière de sécurité selon l'une quelconque des revendications 1 à 3, dans laquelle l'au moins une fente allongée (10) est espacée au-dessous d'un sommet du montant (1), facultativement l'au moins une fente allongée (10) est espacée d'au moins 50 mm au-dessous du sommet du montant (1).
  5. Glissière de sécurité selon l'une quelconque des revendications ci-dessus dans laquelle, dans le cas d'un impact :
    a) la plaque de montage (4) est configurée pour se plier et/ou se rompre aux environs de l'au moins une région déformable (7) et être tirée hors du montant pour ainsi libérer le montant (1) par rapport à la poutre longitudinale (2) ;
    b) l'au moins une attache (3) est configurée pour être extraite hors de la plaque de montage (4) pour ainsi libérer le montant (1) par rapport à la poutre longitudinale (2) ;
    c) le montant (1) est configuré pour se tordre ou tourner latéralement et l'au moins une région déformable (7) de la plaque de montage est configurée pour se plier et/ou se rompre pour permettre au montant (1) et à la poutre longitudinale (2) de se séparer ; et/ou,
    d) le montant (1) est configuré pour s'articuler vers l'arrière et la plaque de montage (4) est agencée pour se déplacer vers le haut ou vers le bas par rapport au montant (1) lorsque le montant s'articule vers l'arrière jusqu'à ce que la plaque de montage (4) atteigne une limite de mouvement prédéterminée, lorsque la limite de mouvement prédéterminée est atteinte l'au moins une région déformable (7) est configurée pour se plier et/ou se rompre pour ainsi libérer le montant (1) par rapport à la poutre longitudinale (2).
  6. Glissière de sécurité selon l'une quelconque des revendications ci-dessus dans laquelle la plaque de montage (4) possède un corps situé de manière centrale (5) et au moins un bras (6) s'étendant sur chaque côté du corps (5), dans laquelle au moins une partie du bras ou des bras (6) comprend l'au moins une région déformable (7) et dans laquelle, facultativement :
    a) le bras ou les bras (6) ou une partie de ceux-ci possèdent une face qui s'appuie sur au moins une surface du montant (1) lorsque l'au moins une attache (3) est serrée ; ou,
    b) le bras ou chaque bras (6) s'étend jusqu'à une partie à résistance plus élevée comparativement à l'au moins une région déformable (7) et dans laquelle la région ou les régions à résistance plus élevée possèdent une plus large face d'appui sur le montant (1).
  7. Glissière de sécurité selon la revendication 6 dans laquelle le bras ou chaque bras (6) aide à placer la plaque de montage (4) et limite la plage de mouvement de la plaque de montage (4) une fois ajustée sur le montant (1), dans laquelle facultativement la plage de mouvement limitée est un mouvement rotatif et/ou de plan vertical de la plaque de montage (4) par rapport au montant (1).
  8. Glissière de sécurité selon l'une quelconque des revendications ci-dessus dans laquelle le montant (1) est en forme de U et comporte au moins une bride (9) s'étendant à partir de chaque extrémité de la section transversale en forme de U (8) sur laquelle l'au moins une région déformable (7) s'appuie.
  9. Glissière de sécurité selon l'une quelconque des revendications ci-dessus dans laquelle l'au moins une fente (10) dans le montant (1) est dimensionnée de sorte que :
    (a) la fente ou les fentes (10) soient suffisamment allongées pour permettre jusqu'à 45 degrés de mouvement de rotation de la plaque de montage (4) par rapport au montant (1) autour d'un axe horizontal ; et/ou
    (b) la fente ou les fentes (10) soient suffisamment larges pour permettre jusqu'à 30 degrés de mouvement de rotation de la plaque de montage (4) par rapport au montant (1) autour d'un axe vertical ; et/ou
    (c) la fente ou les fentes (10) soient suffisamment allongées pour permettre jusqu'à 100 mm de mouvement de vertical dans la plaque de montage (4) vers le haut ou vers le bas par rapport au montant (1).
  10. Glissière de sécurité selon l'une quelconque des revendications ci-dessus dans laquelle l'au moins une attache (3) est un boulon (3) ayant un filetage mâle qui se visse soit a) directement dans un taraudage femelle complémentaire dans la plaque de montage (4) soit b) sur un écrou et le corps (5) de la plaque de montage (4) agit comme une rondelle, la tige du boulon traversant un trou dans le corps (5) de la plaque de montage (4) avant de rencontrer l'écrou.
  11. Utilisation d'un montant (1) de glissière de sécurité dans l'assemblage de la glissière de sécurité selon l'une quelconque des revendications 1 à 10, le montant (1) de glissière de sécurité ayant une forme en U (8) et comprenant au moins une fente allongée (10) sur ou aux environs des côtés du montant de sorte que l'au moins une région déformable (7) de la plaque de montage (4) soient configurées pour être reçues à travers l'au moins une fente allongée (10).
  12. Utilisation d'une plaque de montage (4) dans l'assemblage de la glissière de sécurité selon l'une quelconque des revendications 1 à 10, la plaque de montage (4) comprenant :
    un corps rigide (5) configuré pour s'accoupler avec au moins une attache (3) et la poutre longitudinale (1) ; et
    au moins une région déformable (7) aux environs ou le long du corps (4) qui est configurée pour venir en prise avec le montant (1) pour relier indirectement le montant (1) à la poutre longitudinale, dans le cas d'un impact sur la glissière de sécurité, l'au moins une région déformable (7) sont configurées pour se plier et/ou se rompre pour ainsi libérer le corps (4) par rapport au reste de la plaque de montage (4) et, ce faisant, permettre à l'ensemble glissière de sécurité ou des parties de celui-ci de se séparer.
  13. Glissière de sécurité selon l'une quelconque des revendications 1 à 10 ; dans laquelle le montant (1) et la poutre longitudinale (2) sont indirectement reliés via au moins un boulon de panne (3), dans laquelle la liaison indirecte se fait via la plaque de montage (4), la plaque de montage (4) transférant la force d'amortissement entre le boulon (3), la poutre longitudinale (4) et la plaque de montage (4) au montant (1).
  14. Glissière de sécurité selon la revendication 13 dans laquelle le boulon de panne (3) possède une tête de boulon d'au moins deux fois la largeur d'arbre pour augmenter la face d'appui sur la poutre longitudinale (2), et facultativement, dans laquelle la tête de boulon de panne possède une forme globalement lisse, de préférence se rétrécissant vers une tête hexagonale, la tête hexagonale ayant un plus petit diamètre par rapport à la tige de boulon.
EP16866728.5A 2015-11-18 2016-11-17 Glissière de sécurité et emploi d'un poteau et une plaque de montage dans cette glissière Active EP3377702B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NZ71428915 2015-11-18
PCT/NZ2016/050183 WO2017086806A1 (fr) 2015-11-18 2016-11-17 Glissière de sécurité

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EP3377702A1 EP3377702A1 (fr) 2018-09-26
EP3377702A4 EP3377702A4 (fr) 2019-11-13
EP3377702B1 true EP3377702B1 (fr) 2022-03-16

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US (1) US11674276B2 (fr)
EP (1) EP3377702B1 (fr)
AU (4) AU2016356558C1 (fr)
CA (1) CA3035009A1 (fr)
MX (1) MX2018006128A (fr)
SA (1) SA518391594B1 (fr)
WO (1) WO2017086806A1 (fr)

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Also Published As

Publication number Publication date
AU2020277211A1 (en) 2020-12-24
EP3377702A4 (fr) 2019-11-13
EP3377702A1 (fr) 2018-09-26
CA3035009A1 (fr) 2017-05-26
AU2016356558A1 (en) 2018-06-21
SA518391594B1 (ar) 2022-09-11
AU2016356558C1 (en) 2022-06-23
WO2017086806A1 (fr) 2017-05-26
AU2022215326A1 (en) 2022-09-08
US11674276B2 (en) 2023-06-13
US20210269996A1 (en) 2021-09-02
AU2016356558B2 (en) 2020-10-29
AU2019100264A4 (en) 2019-04-18
MX2018006128A (es) 2019-04-04
AU2019100264B4 (en) 2019-06-13

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